Switch and signal control system for railroads



Dec. 9, 1941.

N. PRESTON SWITCH AND SIGNAL CONTROL SYSTEM FOR RAILROADS 5 Sheets-Sheet 1 Filed Jan. 29, 1938 Dec. 9, 1941. N. D. PRESTON SWITCH AND SIGNAL CONTROL SYSTEM FOR RAILROADS 5 SheetS -Sheet 5 Filed Jan. 29, 1938 R O T J 3 m. 5 -55 w MEQ 5 and, E

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SWITCH AND SIGNAL CONTROL SYSTEM FOR RAILROADS Filed Jan. 29, 1938 5 Sheets-Sheet 4 4 pg 4- c: v v 1]? 5 1 z T A m 9; a: A m 2 3 m Q VB Q I s 9 3 U B 1: Q G

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INVENTOR E 1' MMM 9, 1941. N. D. PRESTON,

SWITCH AND SIGNAL' common SYSTEM FOR RAILROADS Filed Jan. 29, 1938 5 Sheets-Sheet 5 3 an N M g WM 3 NWIE Vow-PH Patented Dec. 9, 1941 SWITCH AND SIGNALCONTROL SYSTEM FOR RAILROADS Neil D. Preston, RochesterQN. Y., assignor to General Railway Sign a1 Company, Rochester,

Application January 29, 1938, Serial No. 187,763 37 Claims. (01. 246-434) This invention relates to switch and signal control systems for railroad track layouts, and more particularly to a system of the control panel type in which the operator governs the position of the various track switches and the clearing of the signals for the various routes through the track layout between signal locations by the manipulation of freely movable means associated; with the miniature track diagram of the track layout on the control panel.

Generally speaking, and without attempting to i1 define the nature and scope of the invention, the lines on the miniature track diagram representing the railroad track and connecting switches are provided with suitable electric contacts or circuit completion means appertaining to each 1" signal location and to the normal and reverse position of each pair of switch points; and when the operator moves a pencil-like member or stylus on the track diagram along the desired route,

the circuit completion means for the various (1.

switch points involved in such route are operated to cause automatic operation of the associated switch points to the normal or reverse position as required to establish the route that has been traced or traversed by the operator, the circuit! tion in which that route was traced. The lines ii on the track diagram representing the track rails and connecting switch points are preferably in the form of grooves to guide the stylus as it is moved by the operator in tracing the desired route.

In this proposed arrangement, it may be termed a route tracing scheme, the operator is able to set up any route or routes desired between one or more intermediate signal locations for either direction of train movement by merely =3 tracing out the desired route on the track diagram with a stylus or similar, device. If there should be alternative or optional routes between two signal locations, the, operator can readily trace the one available or desired. Also, if it is desirable for any reason to operate any individual switch to either position without clearing a' signal, the circuit completion means associated with the normal and reverse positions of that switch may be individually operated by the stylus to cause operation of that particular switch individually, and without efiecting the position of other switches or the indications of signals.

In connection with this route tracing scheme,

it is also proposed in accordance with. this invention to provide in a distinctive and arrestive manner suitable indications on the track diagram concerning the operated position of the various switch points, indications of signals, occupied or unoccupied condition of track switches, routes proposed or established and the like, which provide the operator with the necessary information to assist him in his manipulation of the control panel for eflicient movement of trains. These indications are preferably given by illuminating portions of track on the track diagram with steady or flashing lights of the same color.

Various other objects, characteristic features, attributes and advantages of the invention will be pointed out as thedescription progresses;

The accompanying drawings illustrate certain typical and specific embodiments of means characterizing the invention, the parts and circuits being shown diagrammatically and with certain conventional representations with the object of facilitating an explanation and understanding of the nature of the invention, rather than a tempting to illustrate the particular organization and arrangement of parts that mightbe.

employed in practice. To simplify the illustration, the symbols and are-employed to indicate connections to the opposite terminals of a battery or equivalent source of energy, instead of showing all of the wiring connections to the energy source. Also, for convenience the various relays performing like functions are designated by the same letters with distinguishing prefix numbers or letters referring to the different signal locations and switches; and corresponding contacts on these relays are designated by the same reference number.

In these drawings, Fig. 1 illustrates one simple and preferred construction of the control panel for a typical and representative track layout; Figs. 2 and 3 are fragmentary sectional views through the control panel on the lines 2-2 and '3- -3 in Fig. 1 to illustrate certain detail features of the preferred construction; Fig. 2A .illustrates .the freely movable stylus used for tracing routes through the track layout of the miniature track diagram; Fig. 4 is a view of one of the contact bars employed in this control panel arsimplified and typical circuit organization suitable for governing operation of a switch machine; Fig. 7 illustrates a suitable organization templated that the various pairs of switch pointsfor the single switches and the ends of the crossovers involved in the track layoutwill be mo ved and locked by an electrically controlled power- One type ofmechanism or switch machine. switch machine suitable for this purpose is dis closed in the patent to W. K. Howe, No. 1,466,903, September 4, 1923. It is assumed that the switch machine or equivalent operating the track layout of Fig. 1, which is representative of those found in practice, the two crossovers l and 2 and the single switch 3 provide for train movements over various conflicting and non-conflicting routs for two parallel tracks and a siding or the like between signal locations designated for convenience A, B, etc. For this track arrangement, there is a pair of contact bars such as UA, UB, etc., for each of the signal locations mechanism will be provided with suitable point" detector contacts reflecting the position and locked conditions of the switch points, preferably' by controlling the energization of a switch repeater relay WP in the usual way. It is further contemplated that the signals at the various signal-locations of the track layout will be of any suitable type, either semaphore or color-light signals, capable of giving the various distinctive indications'for speed signalling in accordance with the usual practice; and since the construction of such signals and their detail control circuits to provide the various proceed, restrictive, call-on and speed indications form no part ofthe present invention, no attempt has been made to illustrate any particular form of signals and their control circuit organization which may be any one of the well-known types suitable for the purpose. It is alsofurther assumed thatthe usual detector track sections will be-prcvided for the various switch points in accordance with recognized practice, and further that a suitable arrangement of detector,.appreach, and sectional rear release locking will be provided for the various switch machines, such as disclosed for example in the patent to O. H. Dicke, No. 2,045,900, June 30, 1936, or the application of A. Langdon, Ser. No. 119,641, filed January 8, 1937.

Control paneL-One characteristic feature of this invention is the way in which the track diagram on' the control panel is provided with circuit completion and indication means; and one typical structural organization suitable .for this 'pu'rpose'is illustrated in Figs. 1 to 4. This control'p'anel comprises a metallic plate Ill of suitable thickness for the necessary strength and The edges of these blocks 12 are beveled onthe underside as shown inFig. 2 to hold'in place pairs of metallic contact members or bars M separated by strips l5 of glass in a manner that will be obvious from thedrawings, gaskets l6 of suitable material being preferably interposed 7 between the edges of these glass strips l5 and the contact 'bars' Hi.

There is a ,pair of these contact bars M for each' signal :location, and for the normal and the reverse position'rofeach pair of 'switch'points of a single switch or the ends of a crossover. In

These insulated A, B, etc.; a pair of contact bars UIAN and UIBN for the normal position of each end of the crossovers-l; a pair of contact bars UIR for the reverse position of this crossover; and similar pairs of contactbars'U2AN, U2BN, U2R, U3N and U3R for the normal and reverse positions of the crossover 2 and the single switch 3.

The contact bars M are solid or plated with a material having good electrical surface contact characteristics and which does not readily oxidize -or accumulate a film interfering with electrical conductivity. The contact bars M of each pair are formed with integral projections or tongues M41, as best shown in Fig. 4, which project through a hole in the panel plate It), this hole being preferably lined with an insulating bushing l'l. These tongues [4a form terminals to which the connecting wires for the contact bars may be welded or soldered behind the panel with such protecting insulating sleeves (not'shown) as may be desired.

This construction of the control panel, which is merely one specific form suitable for the purpose, provides grooves for the portions of track and connecting switch points represented on the track diagram; and these grooves serve to guide the end of a suitable manually movable member or stylus, indicated at 20 in Fig. 2, as it is moved by the operator over the track diagram in tracing or traversing a desired route between signal locations. The freely movable or unmounted stylus 20 is illustrated in Fig. 2A as comprising an insulated handle portion 20a and a contact portion 26b of suitable conducting material attached to the handle and forming the contacting point of the stylus. However, it is to be understood that the stylus may also be entirely of the same suitable conducting material if so desired. As the stylus 2D is moved along the groove of any given route, it makes rubbing contact with the several pairs of contact bars and establishes an electrical connection between the bars of each pair to complete circuits, later described, for establishing the route traced. The ends of the contact bars are preferably beveled to allow free movement of the stylus point into and out of the spaces between the ends of these bars; but if desired the contact bars may be fitted into recesses in the edges of the blocks 12, or insulated spacers may be inserted between the ends of the pairs of contact bars, so as to provide a groove of uniform width for guiding the point of the stylus. These and other modifications in the specific construction illustrated are not material to the invention; and any suitable structural organization may be employed which provides circuit completion means associated with the signal locations and switch points and adapted to be actuated by the manual movement of traversing or tracing the desired route along the track diagram.

The glass strips l5 associated with the different portions of the track diagram are intended to be illuminated to provide indications for the information of the operator. For this purpose,

there is a separate glass strip and an associated miniature lamp for the normal and reverse position of each pair of switch points, and each signal location, and for each of the intermediate or connecting portions of the track as may be necessary to outline or mark out the routes effectively. The glass strips I may be longer than the contact bars I l, andpreferably are made of such length to have their ends close together to provide an approximately continuous lighted strip or streak for an established route. For certain portions of the track diagram, as between the ends of the facing points for the lower end of the crossover I and the switch 3, a glass strip l5 may be used without contact bars l4; and in this instance, the glass strips are held in place between the blocks l2 by thicker gaskets or spacers.

A miniature electric lamp 2| of typical construction is supported on the panel behind each of these glass strips I5, as shown in Fig. 3. When this lamp is lighted, light shines through a hole 22 in the plate It! against the underside of the corresponding glass strip l5. The glass used for these strips is preferably of a kind, such as that known commercially as Pyrex glass, which affords a high degree of internal reflection from its surfaces; and the under surface of the strip is corrugated or roughened, as indicated at 23, preferably by sand blasting, so that the internal reflection from the under surface is broken up, so to speak, and the entire length of the strip is evenly illuminated when the lamp is lighted.

In the specific form shown, the lamp 2| is supported in a socket 24 by the engagement of the usual contact members on its base with springs 25 secured in the socket 24, which is preferably made of a suitable moulded plastic insulating material. The ends of these springs 25 constitute soldering terminals for the connecting wires. The socket 24 is detachably secured to the back of the panel plate Ill, so that it can be readily removed as a whole for lamp replacement by a bayonet type connection between a flange on the base of the socket with ears on a ring 26 fastened to the back of the plate It), preferably by spot welding as indicated at 21.

It will be noted that this structural organization for mounting and supporting the contact bars l4, glass strips l5, and indicating lamps 2| permits ready replacement of any worn or broken parts, and that all of the wiring connections are back of the panel.

The blocks l2 forming the grooves for the lines on the track layout are preferably cut away adjacent the signal locations to form an opening 28 into which the ends of the stylus can be readily inserted. A cancel button, such as ACN, of the typical spring return push button type is mounted on the panel adjacent each signal location for the purpose later explained. The panel also has for each signal location a symbolic representation, such as AGK, of the signal for that location with a bulls-eye indicating lamp; and letters,

numbers, or other marks identifying the various signals, switches, end of detector track sections, and the like, as may be required, are placed on the face of the panel.

Route establishing means.In accordance with this invention, the movement of the stylus 20 along the grooves in the track diagram by the operator in tracing any desired route causes actuation of the circuit completion means for the corresponding signal locations and switch points; and such completion of electric circuits energizes relays to control the operation of the overs and switches varies in the various track layouts at terminals, junctions, and the like on railroads, the same principles and plan of operation exemplified in the typical circuit organization illustratedin these Figs. 5A and 53 may be adapted and applied to any track layout.

. This route establishing means comprises an entrance relay, designated NR with a prefix number for the signal location, and a normal and a reverse switch control relay for each pair of switch points, these switch control relays being designated N and R with prefix numbers identifying the particular switch. The normal and reverse switch control relays for a given pair of switch points govern the operation of the associated switch machine to move and lock the switch points in the normal or reverse position. For a crossover there are twonormal switch control relays, such as IAN and IBN for the crossover I, but only one reverse switch control relay IR.

Itis assumed that the track layout in the field willbe provided with detector track sections in the usual way; and in the particular track layout assumed, there are four of these detector track sectionsdesignated AT, CT, BT and DT with limits indicated by the conventional representation of insulated joints on the track diagram of Fig. 5A.

The electrical circuits characteristic of the route establishing means of this invention can be best understood by describing the principles and plan of operation. As a typical example of the intended operation, assume that the operator 'desires to move a train from the signal location ,A to the signal location C. To do this, he inserts the end of the stylus 2B in the opening 28 (Fig. 1) adjacent the signal location A, and moves it along the groove representing the track for the route A-C desired. In making this movement the operator can easily exert a sidewise pressure on the stylus and cause it to follow along the groove for the desired route. For example, in tracing the route AC, the operator will naturally press the stylus upward in passing by the crossovers I and 2; whereas, if tracing a route over these crossovers reverse, a downward pressure wouldbe exerted.

During the movement of the stylus in the case of the route A-C assumed, the pairs of contact bars UA, UIAN, UZAN, and UC are electrically connected successively in turn. This causes energization of the entrance relay ANR for the signal location A, and the normal switch control relays IAN and ZAN for the crossovers i and 2, assuming no conflicting routes are established at the time; and the energization of these relays positions the switch points accordingly and cause the signal at location A to indicate proceed as soon as the switches have assumed the proper position, dependent of course upon the presence of other trains ahead or other conditions making it improper to give such a proceed indication.

Considering more in detail the circuits by which this result is accomplished, when the stylus connects the pair of contact bars UA, a pick-up circuit for the entrance relay ANR is established ifrom through relay .ANR and back contacts 30 and 3| of relays IAN :and IR to The relay is held up by a stick circuit from through the from contact 32 of the track relay ATR, contact of the cancel button ACN, front contact 33 of relay A'NR, upper winding of relay ANR to I v When the stylus engages contact bars UIAN, a pick-up circuit or relays IAN is established through the back contact 34 of the relay IR; and with relay ANR energized and its front contact 35 closed, a stick circuit for relay IAN is established from through front contact 35 of relay ANR, back contact 36 of relay IR and front contact 31 of relay IAN, through the winding of relay IAN, and back contact 34 of relay IR to The energization of relays IAN closes its front contact 40 to connect the stick energy supplied through front contact 35 of relays ANR to what may be termed a route stick circuit through-back contact 4| of a slow-release repeater relay ATRP of track relay ATR, wire 5, and aback contact H of a similar repeater relay CTRP of the track relay CTR to the back contacts 36 and 31 of the relays 2AN and 2R, so that when the stylus engages the contact bars UZAN and energizes the relay ZAN, this relay is stuck up by a stick circuit in multiple with the relay IAN.

When thetstylus engages the contact bars UC, the entrancerel'ay CNR. is not energized, because the 'relayiAN was previously energized during the movement. of the stylus and breaks at its back contact 30 the pick-up circuit for this entrance relay CNR.

In this way, as the operator traces the route from A to C, th entrance relay ANR for the entering end of this route, and the normal switch control relays IAN and 2AN for the crossovers .I. and 2 are energized, .and are maintained energized by a stick circuit. The route is now established, insofar as the energization of an entrance relay and switch control relays; and the Way in which the switch machines-and the proper signal are controlled will be later explained.

If the operator wishes to set up the route from C to A, .he starts his stylus at the signal location C and traces the route. In this case, the entrance relay CNR is the one which is energized, instead of the entrance relay ANR. The relays IAN vand ZAN .areenergized as the route is traced and are maintainedenergized by stick energy supplied through the frontcontact 35 of the relay CNR and frontcontact 33 of relay 2AN.

It will be noted that the energizing circuit of the normal switch control relay IAN includes a back contact 34 of the reverse switch control relay IR. Similarly, the pick-up circuit for relay IR includes back contacts 44 and 45 of the normal relay IAN and I BN of the same crossover.

The same is true for the energizing circuits for the other normal and reverse switch control relays. In other words, the energizing circuit for the normal or the reverse switch control relay for each given switch includes a back contact of the other. Consequently, the operation of the stylus is inefiective to energize the control relay for either position of a switch if the control relay for the other position is then energized; and since every route in conflict with a given route over a switch in one position, say normal, requires that switch to be in the other or reverse position, no switch control relay can be energized by the operation of the stylus to set up a 'route in conflict with one already established. For example, the route A-C conflicts with routes A to D over either crossover l or 2 reverse and the route A-E; and if any one of these conflicting routes should be established either the relay IR or the relay 2R is energized, and hence the route A-C cannot be established.

Also, this electrical interlock between the switch control relays of a switch and the maintained energization of a control relay while a route is established prevents any energization of a control relay by careless or accidental movement of the stylus in a way to knock down an established route and put asignal to stop, perhaps in the face of an approaching train.

The circuits for initially energizing and sticking up the normal and reverse switch control relays for the variousroutes as they'may be traced by the operator are similar to those above explained for the typical route AC; and it would appear to be unnecessary to trace these circuits for all of the other routes.

The circuit completion means on the track diagram and the organization of circuits enables the operator to set up any route desired, for either direction of train movement, by merely tracing or traversing that route on the track diagram with a stylus or equivalent device. In this connection, it can be seen that the operator may trace either one of the optional routes between the same signal locations that the track layout may afiord, or may establish through routes past one or more signal locations as he may desire, without the need for any special arrangement of parts .or circuits to select between such optional routes or permit setting up through routes in the manner characteristic of the entrance-exit type of switch and signal control system, such as disclosed .for example in my prior application, Ser. No. 183,499, filed January 5, 1938. With regard to the through route operation, it should be understood that there is a pair of contact bars, such as the bars UA, for each signal; and if there should be another signal at the signal location A in addition to the one illustrated for movement in the other direction from right to left, there would be a pair of contact bars for such other signal at the left of those shown.

The stick circuits for the normal and reverse switch control relays are arranged in a net work including certain contacts of these relays, which provides in effect a route stick circuit for each route. For example, when the entrance relay ,ANR, is energized, thestick energy through its front contact 35 is extended to the relays ZAN and 2R. through the front contact 40 of the relay IAN if the operator traces a route over the upper end of the crossover normal; but if a route is traced over the crossover I in the reverse position, say from A to E, the stick energy supplied through this front contact 35 is extended through the front contacts .36 and 36a of the relay IR to the relays 3N and 3R, and in turn by a contact 40 on the relay 3N to the relay ZBN, if theroute is further traced over the switch 3 normal.

In other words, as the operator traces a route, the normal or reverse switch control relays of the switch points in that route must respond in turn to feed stick circuit energy to the control relays for the next pair of switch points in the route; and if the stick energy is not supplied to a given switch control relay, it drops as soon as its pick-up circuit is broken by movement of the stylus. Thus, if the operator in tracing a route encounters at any switch another conflicting route, the normal or reverse switch control relay for the intended route at such point of conflict cannot be energized by the stylus, due to the electric interlock above explained; and the stick energy is not carried beyond the point of conflict, so that the control relays for any of the switches in the proposed route beyond such point of conflict will immediately drop, as the stylus is moved away from their corresponding contact bars. In this connection, it should be understood that distinctive indications of an established route are displayed on the track diagram as a result of the energization of normal and reverse switch control relays in the manner later explained, so that the operator has sufficient information to avoid any attempt to set up a route conflicting with one already established; but if he should do so, the arrangement of stick circuits individual to each route avoids sticking up the switch control relays for a route or a portion thereof which is not available, and the resultant confusion in the display of indications or subsequent setting of routes.

These route stick circuits for certain routes also include contacts of the detector track relays and their repeaters, such as the track relay ATR. and its repeater ATRP, so that these circuits are interrupted during the movement of the train for the purpose of releasing the N or R switch control relays behind a train, but not ahead of it, during its movement through a route where the rear release approach locking makes it possible to set up another route before the train has entirely cleared the route first established, in the manner presently to be explained.

There may be certain circumstances when the operator wishes to de-energize the entrance relay, after it has been energized and stuck up, and thus release the switch control relays likewise held up, because a route may be established prematurely or by mistake, or an entrance relay may be energized for a route which cannot be completely established on account of conflict with some other route. To take care of this contingency, a cancel button, such as ACN, is located on the track diagram adjacent each signal location, and by operating this button, the operator may break the stick circuit for the corresponding entrance relay ANR, thereby de-energizing the route stick circuit and release any normal or reverse switch control relays that may be held up.

Fig. 10 shows a modification of the control circuits for the entrance relays, such as the entrance relay ANR, in which the need for separate cancel buttons, such as ACN, for each entrance relay is obviated by employing a master cancel switch or key CNB for the whole panel and by arranging the circuits for the entrance relays so that any desired entrance relay may be deenergized by engaging the stylus with the corresponding contact bars while the cancel key CNB is in an operated position. The master cancel key CNB in the normal position shown connects a bus 56 to the positive terminal of the energy supply; and one of each pair of the contact bars for the entrance relays is connected to this bus 45, instead of directly to the positive terminal, as shown in Figs. A and 5B. The cancel key CNB when shifted to an operated position connects this bus 46 to the other negative terminal of the energy source through a suitable limiting resistance 41.

In this modification of Fig. 10, each entrance relay (exemplified by the entrance relay ANR) is provided with asingle winding and an extra front contact 48 for shunting the back contacts 39 and 3| of the switch control relays IAN and IR; and after the relay ANR is picked up by engagement of the stylus with the contact bars UA, with the cancel key CNB in the normal position, this relay ANR is stuck up through the front contact 32 of the track relay ATR, and front contact 33 and 48 of the relay ANR. If the operator wishes to de-energize the entrance relay ANR, he operates the master cancel key CNB and engages the stylus with the contact bars UA, thereby shunting the winding of the relay ANR through the resistance 41, which is soproportioned with regard to the resistance of the entrance relay as to reduce the current through the winding of this relay below its drop-away value. The cancel key CNB is then restored to the normal position. If desired this key may be made to be self-restoring. This operation will not afiect any other entrance relays that may then be energized. It will be evident that this modification simplifies the construction of the control panel by eliminatinng the need for individual cancel buttons, such as ACN, for each signal location.

Operation by train movement.-In accordance with this invention the movement of a train through an established route acts to de-energize the entrance relay for that route, but at the same time apply potential to the route stick circuit to maintain energized the normal or reverse switch control relays in that route. The N or R switch control relays in a route are maintained energized while a train is present to provide for the display of suitable indications of track occupancy and also of the portion of the'route ahead of the train. Also, the operator is not able to control or pre-condition any of the switches in an established route while it is occupied by a train to assume difierent positions for another route. In other words, the operator cannot exercise any control to change the position of the switches while a train is passing over or approaching these switches, and thus make the switch locking the sole protection against an improper operation of a switch under or ahead of a train.

Considering this operation and assume as a typical example that the route AC has been established, the signal at location A cleared, and that a train enters the route. When the train enters the track section AT and drops the track relay A'I'R, its front contact 32 opens the stick circuit for the entrance relay ANR; but before this relay assumes its de-energized condition and opens its front contact 35, the back contact 32 of the track relay ATR closes and applies potential to the route stick circuit. Also, the track relay ATR closes its back contact 42 in multiple with the back contact 4| of its repeater ATRP, before this repeater is energized by closing back contact 43 of relay ATR, thereby maintaining the route stick circuit closed upon the entrance of the train.

As the train advances through the route A--C in question'and enters the track section CT, the track relay, CTR closes its back contact 32 and applies potential to the route stick circuit. When the train leaves the track section AT its back contact 32 opens and discontinues the supply of stick current to the relay IAN, and the back contact 42 of this track relay opens before the slow-release repeater relay ATRP- has time to drop and close its back contact 4|, so as to interrupt the supply of stick current to the relay IAN; through; the back contact 32 of the other track relay CTR. Ccinsequently, the relay IAN is-released, while the relay 2AN is maintainedenergi-zeds is arrangement is employed in the case of the route AC, because the track layout is such that when the train clears the track section AT, another route from A to E or A to D may be established, wi thout waiting for the train to clear the track section CT. It is assumed that the route looking for the-switches will provide the desiredrear release for the crossover I and the contacts 1'2- and GI of the track relay ATR and its repeater A'I R P are included inthe route stick circuit to release the relay IAN behindthe train, thuspermitting energization of relay IR. and also change the display of indications as later described. I r

If the same route between the signal locations had been set up for train movement in the other directionfrom C to A, the route stick circuit is broken by the opening of back contact-Q2 of the track relay CTR before closure of; the back contact 4 I of its repeater CTRP when.

the train moves out of the track section CT, thereby releasing relay ZAN, while leaving relay IAN-ahead of the train held up by stick current through the back contact 32 of its track relay ATR. r, r

-In a similar way, the continuity of the route stick circuit for the route between the signal locations B and D isgoverned by the relays BTR and BTRP for train movement from left to right and by therelays DTR and DTRP for train movement in the other direction, in order that the N or R switch control relays may be de-energized behind a train to permit setting up another route. For example, when a train moving from B to Dclears the track section ET, the route A- to E is available,'and it is desirable to de-energize relays IBN and 3N under these conditions to permit energization of relays Il'tand-SR for such route A to E.. the case of train movement over the crossover [or 2 in the reverse position, however, since the ends of these crossovers are ordinarily operated from the same switch machine .or by two switch. machines controlled alike, the position of the crossover cannotv be changed until the train has cleared the detector track sections for both ends of the crossover. Consequently, the route stick circuits for the routes over these crossovers reverse are notp-rovided with relays, such as ATR. and ATRP, to open these route circuits as a train moves out of one of the track sections. On the contrary, the reverse switch control relays IR and 2R are held up by their stick circuits while either of the detector track sections for the ends of these crossovers are occupied. For example, if the route from A to D is set up over crossover I reverse, the closure ofthe back contact 32 of either track relay ATR. or BTR is eflective to hold up the relays IR; and 3N. However, when the train travelling over thisroute clears the track section BT, relay BTR co-operates with its repeater relay BTRP to interrupt the route stick circuit and release relays IR and 3N, thus making it possible to set up a r oute-AC over crossover I normal, or a route A-E over the switch 3 reverse.

' Switching control.Various arrangements of circuits maybe employed to control the operation of aswitch machine in the field in response to the energization of its-N or Rswitch controli re- 'laysg. and: the switch control circuits shown in:

Fig. 6 are merely typical of an. organizationsuit able for-this purpose. In thearrangement shown.

inl ig. 6, it is assumedthat a switch control=re-- lay'IWZ will be governed by a direct unit-wire connection to the switch control relays of the: corresponding switch, the circuits being shown for a crossover having two normal control: relays- IAN and IBN. The relay E'WZ- is ofthe usual neutral-polar type; and when. the relay I A-N or I-BNr is energized, the relay lWZ is energized over the line wire 59' and a common return with.

one polarity, say positive; and when the reverse.

relay IR is energized, the relay WVZ is energized with the other polarity. These circuits may bereadily traced on the drawing, the symbol CN indicating a common return connection to the mid-tap of a battery.

The normal and-reverse operating circuits of the switch machine SM are energized by neutral and polar contacts 5t, 52 of the relay IWZ; and as representative of the locking with which the switch machine will be provided in accordance with the usual practice, these operating circuits are illustrated. as including a front contact 53 of a lock relay L, so that whenever thislcck relay L is ale-energized by the detector, approach and route locking, the operation of the switch machine is prevented.

The switch machine operates a switch repeater relay IWP in the usual way; and neutral and polar contacts 54, 55oz; this relay in co-operation with neutral and polar contacts 56, 51 on the relay IWZ, control the energization of normal and reverse correspondence relays INCR and IRCR. e

For the purpose of controlling the display of indications on the control panel, as later explained, the position and locked condition of the switch has to be indicated in the control office; and for this purpose, there is shown in Fig. 6, switch position indication relaysv IVVNP and IWRP for the normal and reverse position respectively controlled over line wires 58, 59 through the polar and neutral contacts 60, 6| of the relay IWP.

. It should beundcrstc-od that the switch control circuits of Fig. 6 are merely typical or representative of a suitable organization forgoverning the operation of a switch machine by the energization of normal and reverse switch control relays, and that any othersuitable arrangement of circuits may be employed for this purpose.

Signal -controZ.-In accordance with this invention, the signal to be cleared at the entrance end of a route is defined by the energization of an entrance relay, and the route is defined by the energization of the N and R switch control relays, which in turn govern relays WZ for the respective switches, and in turn normal and reverse correspondence relays for these switches.

Fig. 7 illustrates a relatively simple organization of signal control circuits, in which a signal control relay GZ in the field is energized by a direct wire connection t5 and common return by each of the entrance relays. In the various arrangements of circuits for controlling the indicatilohs of semaphore or color-light signals there is usually a relay which must be energized to change the indication of the signal from stop and stay to some proceed or less restrictive indication; and in'the arrangementshown in Fig.

7, it is assumed that a signal clearing relay GHR is made in this application to anything disclosed will be employed for this purpose.

As a typical example of the operation of the signal control circuits, assume that the operator establishes the route from A to C. In tracing this route, the operator energizes the relay ANR., and

the switch control relays IAN and 2AN. This re-.

The signal clearing circuits for the other signals are similar to the one just explained, and need not be described in detail.

It should be understood that the organization of signal control circuits shown in Fig. 7 is mere:

ly typical of a type suitable for use in accordance with this invention; and various other circuit arrangements involving route relays and the like may be employed, if desired, such as disclosed for example in the patent to Wight, No. 2,027,569, January 14, 1936, or, the patent to Larry and Langdon, Patent No. 2,125,242, dated July 26, 1938.

Display of indications-In order that the operator may govern train movement over the track layout efficiently and correctly, it is important to provide him with suitable and accurate information concerning the position of the switch points, the occupancy of the various detector track sections, indications of the signals, and the like; and also, since the control panel of this invention has no levers or knobs to show by their position what manual operations have been made to set up routes or clear signals, it is also necessary to provide on the control panel suitable indications of the routes attempted or established.

In accordance with this invention, this desired information is displayed by illuminating portions of the track diagram associated with the signal locations, switch points, and other intermediate portions of the various routes, these illuminated portions being also at times intermittently flashed to show occupancy by a train. The indication of switch position is shown by lighting a portion of track on the track diagram adjacent the switch points for the normal or the reverse position which the switch points assume in conformity with the intended route. The position of th switch is not shown on the control board untila route over that switch is attempted, or unless the operator uses the stylus to control the switch individually. The direction of train movement over the route is shown by flashing the lamp in the symbolic representation of the signal when the corresponding signal location has been made the entering point of the route, this flashing indication being changed to a steady lighting when the corresponding signal clears.

The general principles and plan of display of indications are similar to those disclosed in my prior application, Ser. No. 183,499, filed January 5, 1938; and the organization of parts and circuits constituting the present invention is in the nature of a variation or modification of the disclosure in said prior filed application. No claim and their associated lamps are arranged as illustrated in Fig. 8. There is an indicating lamp, such as AK, BK, etc. for a portion of track adjacent each signal location; lamps, such as IANK and IBNK for the portions of track adjacent each switch for the normal position thereof; a lamp, such as IRK, for the portion of track for each switch or crossover in the reverse position; and other lamps, such as XKa, XKb, and YK for intermediate portions of track between the switch points as may be desired.

In order to give the indicating lamps another distinctive indication, in addition to lighted or extinguished, provision is mad to light these lamps intermittently at a relatively slow rate to give a flashing or blinking effect. For this purpose, a flashing bus F3 is provided, with suitable means for intermittently connecting it to the energy source. As shown, a contact 14 is operated by a cam I5 continuously driven by a suitable electric motor I6. 7

The controlling circuits for the indicating lamps are illustrated in Fig. 9; and in addition to the entrance relays, the normal and reverse switch control relays, and track relays involved in connection with the route establishing means, the control circuits for the indication arrangement requires relays, such as AGKR, for indicating the stop or proceed condition of each signal, and relays, such as IWNP and I WRP, for indicating the position and locked condition of each switch or crossover.

These indication control circuits involve a repetition or duplication of similar circuits; and a description of the operation for a typical route will be sufficientto make clear the plan and mode of operation of these circuits.

As a typical example of the operation of the indication display means of this invention, assume that the operator sets up the route from A to C. When the relay ANR. is energized, the signal indication lamp AGK is connected through the front contact of relay ANR and back contact 8| of relay AGKR. to the flash bus FB, so that this signal indication lamp is intermittently flashed to tell the operator that this signal location has been made the entrance end of an attempted route. When the switch control relay IAN is energized, it closes a circuit through the front contact 82 of the track relay ATR and its front contact 83 and the back contact 84 of the relay IR to the lamp AK, and also through its front contact 85 to the lamp XKa, thus lighting these two portions of track to tell the operator that the route traced is over the crossover I in the normal position. Incidentally, the lighting of these lamps tells the operator that the relay IAN has been energized and helps him to keep the stylus in engagement with the contact bars UI AN long enough to assure such energization.

The closing of the front contact 85 of relay IAN also supplies current to the contact 86 of the relay IWNP; and when the crossover I assumes its normal position, if not already in that position, lamp IANK is lighted, thus telling the operator that the crossover I has assumed the proper position for the desired route. Until this happens, the space between the lighted portions of track AK and XKa is dark, telling the operator that a route over the upper end of the crossover. I in the normal position has been attempted,

but that this crossover has not. yet operated. In

this way the operator isable to determine what attempted; and the portions of track adjacent the switches remaind'ark until or unless the switches assume the corresponding position. When the route is finally established, insofar as the operation of the switches is concerned, the route is outlined by an approximately continuous streak-of light. It willbe evident that this leaves on the track diagram a distinctive and efi ective indication of the routes which have-been attempted orcompletely established; and this information makes it easy for the operator to visualize what routes are available and to avoid attempting to set up a conflicting route. All the operator has to doin eifect is to avoid moving his stylus over an illuminated portion of track. 'When the signal clears, the signal indication relay AGKR is energizedto close its front contact SI and disconnect the signal indication lamp AGK from the flash bus FB to a steady potential, thereby lighting this lamp steadily to tell the operator that the'signalhas cleared.

When the train enters the route A-C under consideration, the de-energization of the relay ANR for reasons previously explained extinguishes the signal indication lamp AGK; and the closing of the back contact 82 of the track relay ATR connects the lighting circuits for the lamps AK, IANK and XKa to the flash bus F13, thus causing the lamps forthese portions of track constituting the detector track section AT to flash or blink. When the train advances into the track section CT, closure of the back contact 82 of the track relay CTR operates in a similar manner to flash the lamps CK, ZANK and XKb to show occupancy of this detector track section.

When the train leaves the track section AT, the relay IAN is de-energized' for reasonspreviously explained, and the lamps AK, I ANKand XKa are extinguished. This tells the operator that the track section involving the crossover I is now clear, and is neither a part of an attempted or established route, or occupied by a train, and hence may be included in part of some other route. If, for example, there is a following train which the operator desires to send from A to D, as soon as the lamps AK, IANK and XKa go out, the operator may trace this route. When the train leaves the track section CT, the lamps for these portions of track are extinguished in a similar Way.

The operation is the same for the other direction of train movement over the route from C.

When the route B to D is traced, and relays IBN, 3N, and 2BN are energized, the lamp BK is lighted through the front contact 85. of relay IBN, and lamp I BNK through this front contact and front contact 86a of the relay I-WNP when the crossover I assumes its normal position. The

lamp YK is lighted through the front contact I33 of the relay IBN and back contact 84a of relay IR. With relay 3N energized for the route in question, as soon as the switch 3- assumes its normal position, if not already in that position, the lamp 3NK is lighted through the back contact 88 of relay IR, front contact 89 of relay 3N, and front contact 96 of relay 3WN'P. With the relay ZBN energized, the lamp DK is lighted through contacts 83 and 84a of relays 2BN and 2R; and when the crossover 2 is in the normal position, lamp ZBNK is lighted through the contacts 85 and 86a of the relays 2BN and ZWNP. Thus, when the route B to D is established as assumed, this route is outlined or marked out on the track diagram by illuminated portions of track, and when all of the switch points involved in the route assume the required positions, the whole route is shown as a streak of light. In this connection, a lamp similar to the lamp YK may be provided for the portion of track between the ends of the switch 3 and crossover 2 if desired; but it is assumed that the lighting of the lamp YK, together with the lamp DK or EK, as the case may be, will indicate the proposed route clearly enough before the switches respond to cause lighting of the other lamps 3NK, ZBNK in one instance, or BRK in the other instance.

The operation for lighting the lamps outlining the other routes and indicating the position of the switches therein is similar to that described; and further explanation seems to be unnecessary, except to consider the particular situation where the route is set up over a crossover in the reverse position, and the flashing of the indication lamps for the detector track sections of both ends of that crossover should be maintained, since the crossover is not available for another route until both of these track sections are clear.

Assume for example that the operator sets up the route from A to. D over the crossover I normal and the crossover 2 reverse in one case and over the crossover I reverse and the crossover 2 normal in the other case. In the first case, the flashing of the lamps AK, IANK, and XKa. may be properly discontinued and these lamps extinguished when the train clears the track section AT'with the crossover I normal, since the locking of crossover I would then be released and it might be desired to use the route from A to E. In the other case, with the crossover I set reverse, the flashing of the lamps AK and IRK should be continued even after the train leaves the, track section AT, anduntil it also leaves the track section BT, since the crossover I is looked under these conditions, and the flashing indication should be maintained to tell the operator that such portion of track is not available for a route.

For this reason, the lamps AK, IRK, and YK are arranged to be controlled differently by the detector track relays depending upon whether the crossover I is set for the normal or the reverse position. For the route A to C or A to D over the crossover I normal, the, lamps AK, IAN and XKa are supplied with current through the front contact 82 of the track relay ATR. alone; and when the train leaves the track section AT and the track relay ATR picks up, these lamps are extinguished. On the other hand, when a route is set up over the crossover I in the reverse position, the lamps AK, IRK and YK. and also the lamps SNK or 3RK and EK, as the case may be, are connected to the flashing bus FE and intermittently lighted if either of the track relays ATR, or BTR is de-energized, to give a flashing indica aces-etc tion of the occupancy until both of thesetrac'k sections are unoccupied and the crossover l is free for operation to the normal position for another route.

Considering more in detail the arrangement of circuits for accomplishing this purpose, and assuming a route established from A to E, the lamp AK is lighted by a circuit through the front con tact 94 of the track relay BTR, front contact 95 of the track relay ATR, front contacts 96 and 84 of relay IR. The lamp IRK is also lighted through the front contact 91 of relay IWRP when the crossover l assumes the reverse position. The lamp YK is lighted by a circuit through the front contacts 94 and 95 of the track relays BTR and ATR, front contacts 96 and 84a of the relay IR; and with the relay 3R energized for the route -A--E in question, current is conducted along this same circuit through the front contact 98 of the relay 3R, back contact 89 of the relay 3N, and front contact 99 of relay 3R to the lamp EK, and also through front contact Hill of relay 3WRP to the lamp ERK, when the switch 3 assumes its reverse position. When a train enters the track section AT, the circuits for these lampsare-connected to the flash bus FB through the back contact 95 of the track relay ATR, the steady potential through the front contact 94 of track relay BTR being cut oh; and after the train leaves the track section AT and so long as it occupies the track section BT, these circuits for the'lamps are connected to the flash bus FB through the front contact 95 of the track relay ATR and the back contact 94 of the track relay BTR. A similar-an rangement of circuits is provided for the cr'oss over 2 in its reverse position.

In this way, when a crossover in its reverse-position is used in a route, lamps for the portions of track constituting the detector track sections for both ends of this crossover are maintained flashing until the train has cleared both track sections, and until the reverse control relay for this crossover is deenergized and the crossover unlocked. Consequently, the flashing indication for a portion of track tells the operator in all cases that the crossover in such portion cannot be changed in position, and that he must wait until the lamps for such portion of track are extinguished before another route for the crossover in the difierent position can be established, thereby enabling him to take advantage of the rear release provided by therout'e locking.

Two lamps XKa and XKo are preferably employed for the portion of track between the upper ends of the crossovers I and 2 in order to outline a proposed route in either direction to the best advantage, separate lamps being employed in separate circuits in this case, because they are in efiect associated with different detector track sections and may have to be lighted steadily and intermittently at the same time, which would not be possible with a single lamp. It should be understood, however, that this and otherspecific characteristics of the disposition of lamps illustrated for the purpose of obtaining the desired display of indications may be modified as desired to fit different conditions.

Individual switch control.--Under certain circumstances it may be desirable for the operator to be able to govern the operation of a given switch from one position to the other without setting up a route or clearing a signal. For example, the operator may wish to free the switch points of snow or some other obstruction, or

operate the switch machine for test purposes in connection with adjustment maintenance. With a control panel of this invention, the operator can readily operate any switch, as the crossover I, to either position desired by merely engaging the stylus with the pairs of contact bars UIAN or U'iRror the normal and reverse position of the switch, thus energizing the corresponding switch control-relays IAN or IR and producing the desired operation of the switch machine, assurni-n'g no conflicting route 'is established, and that conditions otherwise make such operation of the switch safe and proper. In the case of such individual operation of the crossover I, for example, there is noistick circuit energyfor holding up the relays iAN (or lBNland I R; andthe stylus must be held in engagement with the pairs of contact bars to maintain these switchcontrol relays and the corresponding relay "IWZ energized until the switch inachine has operated to the desired position. in this connection, the indicati'on lamps I A NKand IRK of 9 are lighted when the switchha'sfoperated-to the desired nori ni'al or reverse position.

Also, if the operator should for any reason -desire to ascertain the existing position of any switch-or crossover of the tracklayout, without setting up a route, he may do so by engaging the stylus with a normal or reverse pair of Contact bars for that switch and noting which indication lamp is --lighted. If neither indication lamp can be -lighted by this procedure, it shows that the switch is in a mid-stroke position or unlocked.

It can-thus be seen that this invention obviates the-need -for auxiliary or emergency switch levers in a route estab ishing system forthe purpose of obtaining operation of switches individually and without setting up a route or clearing a signal; and also thatfacilities are provided toenable the operator to ascertainthe existing'position of any given switch to a degree maki-ng it unnecessary to have any normally lighted indication lamps, miniature movable switch points, or the like for this purpose. In the normal operation of setting up a route, theresponse of "the various switches to the desired control is indicated by illuminating or leaving dark a portion of the track adjacent the switch points for their norinal and reverse positions.

The particular structural organization of parts and circuits illustrated and described constitutes only one specific embodiment of-the invention; and I desire to have it understood that various modifications, adaptations, and additions may be madein the arrangement of the parts and circuits shown and described without departing from the invention;

a What I claimis:

1. A switch and signal control system for railroads comprising, a control panel having thereon aminiature track diagramoi a railroadtracklayout, a contact device on said diagram adjacent each of the places thereon corresponding with a signal location and the normal and the reverse position of each track switch, said contact devices belonging to any given route being adapted to'be closed successively by an operator as he traces "that route, signal and switch control relays momentariiy energized by the closure of their corresponding contact devices for governing the operation of the track switches as required to establish a route thus traced and for clearing a signal for train movement in a iiirection corresponding with the sequence of operation of said contact devices, and track circuit controlled stick circuits {or maintaining said relays energized after the initial and momentary energization thereof by the closure of their respective contact devices.

2. In a system for governing the position of power-operated track switches and the indications of associated signals for a railroad track layout, a control panel having guiding grooves constituting a miniature track diagram of the portions of track and connecting switch points of a railroad track layout, a contact device associated with the portion of track adjacent each signal location and the normal and reverse position of each track switch represented by said diagram, a freely movable stylus adapted to be manually moved by an operator along the grooves of said track diagram and guided by the edges thereof to engage momentarily and successively the contact devices associated with the portions of track and connecting switches for any given route traced by the operator, normal and reverse switch control relays for each switch for governing the operation thereof to the normal or reverse position, an energizing circuit for each of said switch control relays closed by the engagement of the corresponding contact device by said stylus, whereby the normal or reverse switch control relays of the switches in a given route traced by said stylus are energized to cause operation of such switches to the position required for such route, and track circuit controlled stick circuits for said switch control relays.

3. A system for governing the position of power-operated track switches and the indications of associated signals of a railroad track layout comprising, a control panel having thereon a miniature track diagram of the portions of track and connecting switches of a railroad track layout, an entrance relay for each signal, a normal and a reverse switch control relay for each switch for governing the operation thereof to the normal or reverse position, a contact device on said track diagram adjacent the portion of track for each signal location and the normal and reverse position of eachswitch represented on said diagram, a manually movable stylus adapted to engage said contact devices during the movement of said stylus by an operator over the corresponding portion of track, circuit means responsive to the temporary engagement of said contactdevices by the movement of said stylus by the operator in tracing a given route for automatically controlling successively the energization of the entrance relay and the switch control relays of the switches for that route, and track circuit controlled means for establishing stick circuits to maintain saidrelays energized after the initial energization thereof by said stylus.

4. A switch and signal control system for railroads comprising, a control panel having thereon guiding grooves forming a miniature track diagram of a railroad track layout, said grooves being connected at the various switch points and signal locations to form a continuous channel from any signal location to any other signal location on the track layout over the various routes, contact bars associated with said grooves adjacent each signal location, an entrance relay for each signal, a pick-up circuit for each entrance relay connected to the contact bars for the corresponding signal location, other switch control contact bars associated with said grooves adjacent the portions of track corresponding with thenormal and reverse positions of each switch, normal and reverse switch control relays having pick-up circuits connected to the corresponding switch control contact bars, -a freely movable stylus adapted to be moved by an operator along said grooves and guided by the edges thereof in tracing any desired route to engage said contact bars and thereby energize successively the entrance relay and the normal and reverse switch control relays of the switches in the traced route, and track circuit controlled stick circuits for said entrance and said switch control relays for maintaining the energization thereof after their initial energization by the movement of said stylus in tracing a route.

5. A switch and signal control system for railroads comprising, a control panel having thereon a miniature diagram of a railroad track layout, contact means on said diagram for each of the places thereon corresponding with the normal and reverse position of each track switch, said contact means for a given route being adapted to be closed by a freely movable member as it is moved by an operator in either direction along the lines of the track diagram in tracing such route, a normal and a reverse switch control relay for each switch for governing the operation thereof to the normal or reverse position, each of said switch controlling relays having an energizing circuit closed by the closure of its corresponding contact means, said energizing circuit for the control relay for each position of a track switch including a back contact of the switch control relay for the other position, and track circuit controlled stick circuits for maintaining said switch control relays energized after the initial energization thereof.

6. In a switch and signal control system of the character described, a control panel having thereon a miniature track diagram of a railroad track 5 layout having switches to provide difierent routes signal has been established, a normal and a reverse switch control relay for each switch for governing the operation thereof to the normal or reverse position, a pick-up circuit for the switch control relay for each position of each track switch including a back contact of the switch control relay for the other position of that switch and energized by the closure of the corresponding contact device, a stick circuit for each entrance relay energized when that relay is picked up until it is automatically opened by the movement of a train passing the corresponding signal location, and stick circuits for said switch control relays including front contacts of the entrance relays for corresponding routes, whereby the tracing of any given route by said manually operable means by an operator energizes and maintains energized the entrance relay and the normal or reverse switch control relays of the switches involved in that routeuntil automatically restored by the passage of a train. 7

7. A system for controlling the position of pcwereperated' track switches and indies; ti as of associated signals fer: governing train nie'ri't through the v o'us reiitesoftherailr d track layout comprising, a contra having therecn a representation innliniatiire of 'pq titn's of track and cnnnecn switches er the raili'ca'd track layout, an entrance relay for g acing the clearing of ea'ch'signal, a normal ahd areverse switch control relay Toreach switch for governing the operation thereof to thenorhial or reverse position, means responsive to the movement 'of a manually operable device by said operator along portions of track and weenie switches represented on said co'ritrbl panel in tracing a 'given'route for successively and tern porarily governing the energization of the eerie spending entrance relay and "switch control relays involved in that route, detector track circuits tcr the several switches; stick circuits for said entrance relays and switch control relays, and ineahsincluding said detector track circuits for gov'erhing saidstick circuits to maintain -energication of an entrance relay until a train enters the first detector track section of the route and the energization of the respective switch control relays'uhtil such train has moved out of the corresponding detector track sections.

8.'In' a switch and signal control system for railroads, a control panel having t he're'on a rhiniature track diagram of a railroad track layout, a contact device associated with the normal positien and the reverse position of each track switch represented on said track diagram, a normal and a reverse switch control relay for each switch for gcverning the operation thereof to the normal or reverse position, a pick-up circuit for the switch control relay for each position of each switch including said contact device for its own position or its track switch and a back contact of the switch control relay for the other positionof that switch, a circuit network of stick circuits for said switch control relays governed by the contacts thereof and including a route stick circuit for each route, and track circuit controlled iheans for governing said route stick circuits to maintain en'erg-ization of the switch control relays of those switches in a section of track occupied by a train or in advance thereof and to discontinue the energization of the switch control relays -for the switches in a track section behind a train.

9. In a switch and signal control system of the character described for governing train movement through the various routes of a railroad track layout, a control panel having thereon guiding grooves forming a miniature track diagram ofthe railroad track layout, a contact device associa'ted with each of the portions of track represented on said diagram for the normal and the reverse position of each track switch, a manually movable stylus acting when moved by an operator along the grooves and guided by the edges thereof in tracing 'a given route to close successively and temporarily said contact device for the normal or the reverse position of each of the switches involved in the route traced, a normal and a reverse switch control relay for each switch for governing the operation thereof to the normal or reverse position and having an energizing circuit controlled by its associated contact device, the energizing circuit for the switch control relay for each position of a switch including a back contact of the switch control relay for the other positien, detector track sections for said track laycift each including onebr "mo're tracl; switches the sti'ck circi'iit 'rfi ea ns in said switch control rela s ove ned s am etector track sectians to maintain energizatioh of the switch-control relays for the switches in the track sections of a givenroute occupied lcya trainer in advance thereof andto discontinue energization of the switch control relays of the switches in the track section'br sections behind the train.

1 0; Ina switch and signal control system of the character "described for governing train movement through the various routes o'fa railroad track layout having power-operated track;

switches for setting up the routes between difi'er ent signals, a control panel having thereon a miniature track diagram of a railroad track layout, an entrance relay for each signal location represented on said track diagram, a normal'and a reverse switch control 'relay for each switch for governing thecper'ation thereof to the nor mal or reverse position, a freely movable member adapted to be moved by an operator along the lines on said track diagram representing the portions of track and connecting switches in tracing "a desired route, means responsive to the movement o f'said member when tracing a given route for energizing the appropriate switch control'r'elays of the switches involved in thatroute and the entrance relay for the entering end only of saidrroute, said means comprising a pick-up circuit for each entrance relay including a back contact of the normal and/or reverse switch control relay of the switch adjacent the corresponding signal location which must be energized to position that switch for train movement to or from said signal location, whereby the energization of the entrance relay for the exit end of a traced routev is prevented by the prior energization of such normal and/or reverse switch control relay during the tracing 'of that route.

11; A control panel for switch and signal control systems of the route trachi'g type described comprising, in combination with a supporting plate, of blocks secured to said plate and shaped to form a continuous uninterrupted groove cohforming with a miniature track diagram of the portions of track and connecting switches of a railroad track layout, pairs 'of contact bars electri'cally insulated from each other and held in said groove by said blocks adjacent th portions of the'groove corresponding with each signal and the normal and reverse position of each track switch represented on said diagram, said pairs of contact bars being adapted to be included in a control circuit and to be engaged to close such circuit by the manual movement of a single stylus by an operator along said groove and guided by the edges thereof for any desired route traced by the operator from any signal location to any other signal location of the railroad track layout.

12. In a switch and signal control system of the route tracing type described comprising, a control panel having thereon a miniature track diagram of a railroad track layout, a normal and a reverse switch control relay for each switch for governing the operation thereof to the nornial or reverse position and having a pick-up circuit, a manually movable member free and unmouhted on said panel, means on said track diagram responsive to the movement of said member along the lines of the track and connectii'lg switches represented on said diagram as the operatcr traces a route for successively and tem orarily closing the 'pi'ck up circuits for e ap 'c aie d ih '0i1 et j$ h.c tr relays oi the switches involved in that route, the

pick-up circuit for the switch control relay for each position of a switch including a back contact of the switch control relay for the other position, a circuit network of stick circuits for said switch control relays governed by contacts thereof and including a route stick circuit for each route, said track layout having detector track sections including one or more track switches, and means responsive to the occupancy of each of said track sections of any given route for applying energy to the route stick circuit for that route.

13. In a switch and signal control system for railroad track layouts, a miniature track diagram, a normal and a reverse switch control relay for each track switch of the track layout for governing the operated position of that switch, manually operable means associated with said track diagram for momentarily energizing said switch control relays as required to provide any given route, a network of stick circuits for said switch control relays governed by the contacts thereof and comprising, a route stick circuit for each route, said track layout having detector track sections including one or more switch points, means responsive to the occupancy of any track section in a given route for applying energy to a corresponding point of the route stick circuit for that route, and means effective when a train leaves a track section but not when it enters for temporarily opening such route stick circuit at a corresponding point to cause de-energization of the switch control relays for the switches in the track sections behind said occupied track section.

14. In a switch and signal control system for railroads, a miniature track diagram of a railroad track layout, contact means on said diagram for each signal location and the normal andv the reverse position of each switch, a single stylus member adapted to coact with each of said contact means to close a circuit, an entrance relay for controlling the clearing of each signal, a normal and a reverse switch control relay for each switch for governing the operated position thereof, energizing circuits for each of said relays energized by the closure of the corresponding contact means, detector track sections for said track layout, a stick circuit for each entrance relay opened by the occupancy of the detector track section adjacent the corresponding signal, a stick circuit network for said switch control relay including contacts governed thereby and providing a route stick circuit for each route, said route stick circuit for each route being energized by the energization of an entrance relay for that route and being also supplied with energy at a corresponding point by the occupancy of each detector track section in that route in turn as a train travels through the route, and means associated with the route stick circuits for certain routes for temporarily opening said route circuit at a point corresponding with each detector track section in that route when a train leaves that track section but not when it enters, whereby the switch control relays for switches in the rear of a train maybe de-energized while those ahead of that train are maintained energized.

15. In a switch and signal control system for railroads, the combination with a miniature track diagram of a railroad track layout, normal and reverse contact devices associated with the switches represented on said track diagram, manually controllable means for closing said contact devices, a normal and a reverse switch control relay for each switch having a pick-up circuit energized by the closure of the corresponding contact device, a plurality of route stick circuits one for each route for maintaining energized the switch control relays of a given route, track circuit controlled means for governing the route circuits of a given route to cause de-energization of the switch control relays for the switches in the rear of a train travelling through a route and maintain energized the switch control relays for switches ahead of that train, and visual indicating means on said track diagram governed by said switch control relays for outlining an established route or portions thereof ahead of a train.

16. In a switch and signal control system,

a miniature track diagram of a railroad track layout, normal and reverse switch control relays for each track switch for governing the position thereof, circuit completion means associated with said diagram for governing the energization in succession of said switch control relays to establish any one of the various routes over the track layout, indicating lamps for illuminating linear portions of the represented track dising normally open front contacts of said switch control relays to outline a given route upon energization of the switch control relays for that route, detector track circuits for said track layout, a flash bus intermittently energized, and

' means for supplying to the lighting circuits of the lamps for the portions of track constituting a given detector track circuit a steady potential through the contacts of the associated switch control relays if said track circuit is not occupied and for connecting said lighting circuits to said flash bus while that track circuit is occupied.

17. In a switch and signal control system for railroads, the combination with a miniature track diagram of a railroad track layout, manually governable circuit controlling means associated with the signal locations represented on said track diagram, a manually operable cancel key and a bus common to all signal locations, said bus being connected to one predetermined terminal of an energy source with said cancel key in a normal position and to the other terminal of said source through a shunting resistance with said cancel key in its operated position, an entrance relay for each signal, a pick-up circuit for each entrance relay connected to said bus by the actuation of the corresponding circuit controlling means, and a stick circuit for each entrance relay for supplying current through its winding and a front contact thereof from said predetermined terminal of said energy source, whereby an entrance relay may be manually die-energized by shunting upon actuation of its associated circuit controlling means while said cancel key is in its operated position. 18. In a switch and signal control system for a railroad track layout having a plurality of power-operated track switches for setting up different routes between signals governing traiiic thereover, a control panel having thereon guiding grooves forming a track diagram of said track layout, said grooves being connected at the various switch points and extending between points corresponding to the location of the si nals in the actual track layout to thereby form a continuous grooved channel from any signal location to any other signal location, of the represented track layout, contact means associated with said grooves at points on said track diagram corresponding to the signal locations and tothe normal and reverse positions of the track switches, a freely movablemember adapted to be moved along said grooves by an operator in eitherdirection and to be guided by the edges thereof, said member being effective when moved from one end of any route to the opposite end of that route to successively and momentarily close all of the contact means in such route, relays associated with said different contact means, one relay for each such contact means, andv each of said relays being energized upon the closure of its corresponding contact meansby said freely movable member, circuit means controlled by said relays for causing the power operation of the track switches to establish any route traced bythe operator and to clear the signal at the end of such route which will allow train movement over that route in the same direction in which it was traced by the operator, and means for maintaining energized those relays belonging to an established route until a train has passed the respective associated signal or switch.

19. In a switch and signal control system of the character described for governing train movement through a railroad track layout having power operated track switches for setting up various routes between signal locations, a control panel comprising guiding grooves forming a miniature track diagram of said railroad track layout, said grooves being connected at the various switch points and signal locations to form uninterrupted channels extending from any signal location to any other signal location over any available route past one or more signal locations, a contact device on said control panel adjacent each signal location and adjacent each normal and each-reverse position of each track switch represented on said track diagram, each of said contact devices being located along the walls of said grooves and parallel thereto, a freely movable stylus member adapted to .be moved by an operator along and guided by said grooves in tracing any desired route from an entering signal location to a leaving signal location to thereby engage and momentarily close said contact devices for that particular route, indicating lamps located on said panel so as to illuminate portions of said grooves, route establishing circuit means responsive to the closure of said contact devices along the groove for any given route upon the tracing of that routewith said stylus member so as to control the power operation of said track switches to set up that route and to cause said signal to be clearedat the entering end of that route until a train passes such signal.- and circuit means controlled by said route, establishing means for illuminating those indicating lamps associated with the groove of any given route when the corresponding route is established: by said route establishing, means.

20. In a system for controlling the position of power-operated track switches and the indications of associated signals for governing train movements through the various routes of a railroad track layout. a miniature track diagram of the railroad track layout, an unmounted, man ually movable member, contact means on said track diagram adjacent each signal location and each normal and each reverse position of each track switchladapted to be momentarily closed bysaid manuallymovable member during its movement by an operator along the miniature track diagram over any represented route, relays governed by the closure of said contact means for any given route for controlling the positions of the associated switches and the indications of the signals to establish that route traced by the operator, stick circuits for said relays maintaining energized those of said relays picked up for any given route until the passage of a train through that route, and means governed by said relays for illuminating the portions of the track represented on said track diagram to outline the route or routes established.

21. In a switch and signal control system for railroads, a track layout having power-operated track switches for setting up routes between signal locations, normal and reverse switch control relays for each switch for governing the power operation thereof, manually controlled route establishing means for energizing in succession the normal or reverse switch control relay for each of the track switches in any given route to establish that route and to clear a signal for governing traffic thereof, indicating lamps associated with said track diagram adjacent the portions of track corresponding with each signal location, and the normal and reverse positions of each of the track switches, and also intervening, portions of the represented track between switch locations, a lighting circuit for each of said lamps including normally open contacts operated by the energization of said switch control relays, said lighting circuits effecting the illumination of the indicating lamp for the normal or reverse position of each of the track switches in any given route being established only after such track switch has been operated into a position corresponding with its respective normal or reverse switch control relay then energized, and said lighting circuits effecting the ,energization of the indicating lamps adjacent the signal, locations at the ends of any given route beingestablished and also for said r intervening track portions in that route as soon asthe switch control relays for the switches adjacent the ends of that route are energized, whereby a route being established is initially outlined on the miniature track diagramand the complete response of the track switches is subsequently indicated by filling in the outline.

22. In a switch and signal control system. of the character described for. governing train movement through a, railroad track layout having power-operated track switches for setting up various routes between signal locations, a control panel comprising a miniature track diagram formed by grooves representing the actual track layout and being connected at points corresponding to the track switches of the tracklayout to form a. continuous groove for any route through the track layout, pairs of contact bars associated with the edges of said grooves at points corresponding with each signal and points corresponding to the normal position and the reverse position of each track. switch represented on said track diagram, strips of glass disposed in said grooves for portions of track corresponding with each signal location and each normal position and each reverse position of each track switch, indicating lamps associated with, said glass strips and adapted to illuminate the corresponding portion of the miniature trackdiagram, a freely movable stylus member adapted to be movedby an operator along and guided by said grooves for tracing any desired route from an entering signal location to a leaving signal location to thereby engage and momentarily close a circuit through each of the pairs of contact bars included in that given route being traced, route establishing circuit means responsive to the closure of the circuits by the stylus member moving along the contact bars for any given route, said route establishing means acting to control the power operation of said track switches to set up that given route and to cause the clearing of the signal at the entering end of that route, and circuit means controlled by said route establishing means for energizing the indicating lamps to illuminate those glass strips included in any given route when the corresponding route is established by said route establishing means.

23. In a switch and signal control system for railroads, a track layout having a plurality of power-operated track switches to set up different routes through the track layout, a normal and a reverse switch control relay for each of said track switches for governing the power operation thereof to the normal and reverse positions respectively, route establishing means manually governable for initially energizing the normal and reverse switch control relays as required to establish any desired route, a network of stick circuits for said switch control relays governed by contacts thereof for completing a route stick circuit corresponding to each route through the track layout when that route is established by the energization of the normal or reverse switch control relays for each of the track switches in such route, detector track circuits associated with said track switches and each track circuit having a track relay, circuit means including a back contact of each of the detector track relays for applying energy to each route. stick circuit at points corresponding to the location of the respective detector track circuits in the route whereby a train in passing through a, given route applies energy to the route stick circuit for that route at successive points along the route, and circuit means for momentarily opening any given route stick circuit at each point corresponding to two adjoining track circuits, said circuit means including the track relays of the respective detector track circuits.

'24. In a switch and signal control system for railroads, a track layout having a plurality of power-operated track switches to set up different routes through the track layout between signal locations governing traffic in opposite directions, said track layout being divided into detector track sections each including one or more of said track switches. an entrance relay for each of said signal locations, a normal and a reverse switch control relay for each of said track switches for governing the power operation thereof to the normal and reverse positions, manually governable route establishing circuit means for initially energizing the entrance relay for the signal location at the entrance to any given route and for subsequently energizing the normal and reverse switch control relays as required to establish that given route, a stick circuit for each of said entrance relays including a front contact of the track relay for the detector track section immediately in advance of the corresponding signal location, a circuit network of stick circuits for said switch control relays governedby contacts thereof for completing a route stick circuit for each route through the track layout when the normal or reverse switch control relay for each of the track switches in that route is picked up, circuit means for applying energy to the route stick circuit for any given route through a front contact of the entrance relay for the signal location at the entering end of that route, circuit means for applying energy to the route stick circuit for any route at points of such route stick circuit corresponding to the locations of the detector track sections in that route, and means controlled by the track relays for any two adjoining detector track sections for momentarily opening the route stick circuit for any route including such detector track sections at a point corresponding to the point where such detector track sections join whenever a train leaves one or the other of such detector track sections, whereby the entrance of a train into a route deenergizes the entrance relay at the entering end of that route and renders the energization of the switch control relays of the switches in that route dependent upon other energy supplied to the route stick circuit for that route, which route stick circuit receives said other energy through back contacts of the detector track relays as a train passes through such route and which other energy flow to the switch control relays in the rear of such train is momentarily interrupted as the train passes from any track section into the next track section. 7

25. In a switch and signal control system for railroads, a track layout having a plurality of power-operated track switches to set up different routes through the layout, a normal and a reverse switch control relay for each of said track switches for governing the power operation thereof to the normal and reverse positions, route establishing circuit means manually governable for energizing the normal and reverse switch control relays as required to establish any given route, a circuit network of stick circuits for said switch control relays governed by contacts thereof for completing a route stick circuit for any given route when the normal or reverse switch control relay for each of the track switches in that route is picked up, detector track circuits associated with said track switches and having track relays with contacts for governing said route stick circuits to maintain energization of the switch control relays of those switches having their detector track circuits occupied by a train and those switches in a given route in advance V of a train but to discontinue the energization of the switch control relays for the switches in a route after a train has passed beyond their detector track circuits.

26. In a switch and signal control system for railroad interlocking plants, a track layout having a plurality of power-operated track switches to set up different routes through the track layout between signal locations for governing the traffic over such routes, said track layout being divided into detector track sections each section including one or more of said track switches, an entrance relay for each of said signal locations, a normal and a reverse switch control relay for each of said track switches to govern its power operation, manually governable route establishing circuit means for initially energizing the entrance relay for the signal at the entrance to any given route and for subsequently energizing the normal and reverse switch control relays as required to establish that given route, stick circuit means for each of said entrance relays deenergizable arch, he en rance o train int he detector track section immediately in advance of the corresponding signal, a network of stick circuits for said switch control relays governed by contacts of said switch control relays for completing a route stick circuit for each route through the track layout when the normal or reverse switch control relay for each of the track switches in that route is picked up, circuit means for applying energy to the route stick circuit for any given route at a point corresponding to the entrance to that route and including a front contact of the entrance relay for the signal at the entrance to such route, circuit means for applying energy to each route stick circuit at points of such route stick circuit corresponding to the locations of the detector track sections in that route, and means controlled by the track relays for any two adjoining detector track sections for momentarily opening the route stick circuit for any route including such detector track sections at a point corresponding to the point where such detector track sections join whenever a train leaves either of such detector track sections, a minia-. ture track diagram of the track layout, a signal indicator lamp on said track diagram for each of said signals, a switch position indicator lamp for the normal and the reverse position of each of the track switches, circuit means for energizing each of said signal indicator lamps when its corresponding entrance relay is energized, and circuit means for energizing the normal or reverse switch position indicator lamp of each track switch when its corresponding normal or reverse switch control relay is energized, whereby the establishment of a route is indicated on said track diagram with the direction of traffic indicated by the illumination of a signal indicator at the entrance to such route, and whereby the passage of a train through a route initially deenergizes a signal indicator at the entrance to the route and subsequently deenergizes the switch position indicators in succession as the train passes beyond the corresponding track switches in the route.

27. In a switch and signal control system for railroads, a track layout having a plurality of power-operated track switches to set up different routes through the track layout between signals for governing trafiic over such routes, said track layout being divided into a plurality of detector track sections each including one or more of the track switches, a track diagram of said track layout on a control panel having contact devices he s itch. cen e! re a s fer the s itc e in an iven re ate i .ssivel P cked a d stit circui s? th tehtm mists of t v n route reg mes-shel er q e a front nta t qf th e rance elay Pi ke u ar that route, circuit means, ior applying energy to the stick circuits of the switch control relays for any given route Wheneverone or more of the detector track sections in that route is occupied by a train, and means fordeenergizing the stick circuits for the switch control relays of the switches in any given detector track section when that detector track ectio e qmesunqttu ed he he t t control relays fortlae trackswitches in any given r te ar s cc ss v y pic ed. up in order e ning at the entering end of that route and. are successively deenergized in the same order as a train passes through that route from the entering end of the route toward the leaving end oi the route.

28. In a switch and signal control system for railroads, a track. layout having a plurality of power-operatedtrack switches to set up different routes through the tracklayout between signal locations governing traific over the routes, said track laycut being divided into track sections including oneor more of the track switches, a control panel having a track diagram of said track; layout. located thereonpa signal indicator lamp on said track diagram for each of the sighalt a w t i i n indi t am f the normal and the reverse position of each of the located at points on the track diagram corresponding to the locations of the signals and to the normal and reverse positions of each of the track switches represented on the diagram, said contact devices adapted to be manually closed by a freely movable stylus, an entrance relay for each of said signal locations, a normal and a reverse switch control relay for each of said track switches for governing the power operation thereof, circuit means for initially energizing each entrance relay when its corresponding contact device on the control panel is closed, stick circuit means for each of said entrance relays including a front contact of the track relay for the detector track section in advance of the corresponding signal, circuit means for initially and successively energizing the normal or reverse switch control relay for each of the track switches in any desired route extending from any given signal location having its entrance relay picked up, a network of stick circuits for said switch control relays successively closed as track sw ch s of h r ck la out, sa d Switch pc tiqh ind ato amps being ad pted t illumihat inear po t ons f he represented track, n entra ce a q a o i i als a orm anti r verse sw tch n l relay f r a h of the track switches for respectively governing the normal and reverse power operation thereof, manually closable contact means located on said control panel for initially energizing the entrance relay for the signal at the entrance to any given route and for subsequently energizing the normal and reverse switch control relays as required to establish that given route, said switch control relays for the several switches in that route being energized in succession beginning at the entrance end of the'route, a stick circuit for each of said entrance relays, including a front contact of the track relay for the detector track section in advance of the corresponding signal location, a network of stick circuits for said switch control relays successively closed as the switch control relays for the switches in any given route are successively picked up, said stick circuits for the switch control relays of that given route receiving energy through a front contact of the entrance relay picked up-for that route, circuit means for each signal for causing such signal to indicate clear when its corresponding entrance relay is picked up only provided a route extending away from that signal is completely established, circuit means for applying energy to the stick circuits of theswitch control for any given route whenever one or more of the detector track sections in that route is occupied by a train, means ior deenergizing the stick circuits for the switch control relays of the switches in any given detector track section when that detector tracksection becomes unoccupied, circuit means for intermittently energizing any signal indicator lamp when its corresponding en-, trance relay is initially picked up but steadily enereiai e such indicatet l m when i som spon he sig al cl ared, an i cui mea s f 

